I personally have seen the effects of somebody going the cheap route with engine management particularly the e-manage. If you like your car idling at 3000rpm stumbling and popping go e-manage. Or else get the Aem at the very least. Just be prepared for the fact that it takes about fifteen seconds for the Aem to get a crank signal to start the car.

 

Make sure you realize we are talking about the e-manage ultimate with has addition maps for idle settings/rapid acceleration, A/F feedback and many more additional features over the Blue.

 

I had a blue emanage running on S/C with 550cc and had no problem with idle. And it did have acceleration and

 

I dont know if E manage has a TPS only fueling function. ITB Tuning is done via TPS vs Fuel . On the AEM system you turn speed density off and turn on TPS based fueling. You can do timing the same way or only use the MAP sensor for timing. Also the itbs come with a different tps sensor and you dont run alot of the cars system. Idle air control is still used if its a piggy back system and you cant use that to control the idle on itbs. You must use a set screw for idle and for wot. Maybe you can maybe you cant but I wouldnt even try using a Itb setup without a full standalone.

 

Ultimate
Has
1)
(TPS or map voltage/pressure) Vs RPM fuel injector control
2)
(TPS or map voltage/pressure) VS RPM spark timing both advance and retard
3)
Has the ability to control a Idle control valve (duty cycle) if necessary but can be used for something else since the stock ECU would still control that.
4)
The blue has the ability to take various input sensors and modify that signal voltage to simulate other types of sensor outputs.
5)
with the new A/F target map( with wide band A/F input) you set what you want the A/F to be on a TPS or map voltage pressure VR RPM map and the Ultimate will learn your car and set the injector duty or width (user selectable)

 

Well like I said I dont know too much about that system but I know no on is running a Itb setup on that and Im sure its for a reason. If it can be done then awsome, It just wont be me testing that out.

 

Controlling a supercharger is far different than a itb setup. I have a tuner in Miami that specializes in itb setup's. He told me that he has tuned itb's with Aem,Motec, and the Tec 3. He said that hands down the tec 3 is the absolute best system that he has worked with. Something else that he told me is that if one of the butterfly's is off by 1/1000 of an inch you are going have significant idle problems. He said that with the tec 3 you can use very aggressive cams and itb's and still retain a stock idle. It also comes with it's own coils. Horsepower wise the tec 3 always got him the highest dyno numbers vs other systems that he's tuned with.

 

when i checked twm's site the dyno shows about 15hp/tq gain with the itb's. wouldn't it be easier/cheaper to just go with a large single+cold air? The AEM cai claims about 10hp/14tq and with a big bore tb u should be able to match the itb.
I guess you wouldn't get as good throttle response, but what other benefits do the itb's have? Not being sarcastic either just wondering because I am considering purchasing.

 

In a NA application the main goal is to flow more air. Since we have no forced induction we have to be able to move large amounts of air in and out of the motor. With a bone stock engine and Itbs with AEM EMS the gains will be goItod but nothing impressive. Now once you up the compression and open the head up and increase displacment ect ect you will better be able to make power. If you dont have any plans on doing some serious work inside the motor to really benifit from a ITB setup then I wopuld just do a nice big TB and good intake. If you wana milk it and try to get all the useable power in the entire powerband then go to a itb setup that is matched on a nice NA motor.

 

those look killer...wow